Regulation Text
(a) Instrument approaches to civil airports. Unless otherwise authorized by the FAA, when it is necessary to use an instrument approach to a civil airport, each person operating an aircraft must use a standard instrument approach procedure prescribed in part 97 of this chapter for that airport. This paragraph does not apply to United States military aircraft.
(b) Authorized DA/DH or MDA. For the purpose of this section, when the approach procedure being used provides for and requires the use of a DA/DH or MDA, the authorized DA/DH or MDA is the highest of the following:
(1) The DA/DH or MDA prescribed by the approach procedure.
(2) The DA/DH or MDA prescribed for the pilot in command.
(3) The DA/DH or MDA appropriate for the aircraft equipment available and used during the approach.
(c) Operation below DA/DH or MDA. Except as provided in § 91.176 of this chapter, where a DA/DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, below the authorized MDA or continue an approach below the authorized DA/DH unless—
(1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing;
(2) The flight visibility is not less than the visibility prescribed in the standard instrument approach being used; and
(3) Except for a Category II or Category III approach where any necessary visual reference requirements are specified by the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:
(i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.
(ii) The threshold.
(iii) The threshold markings.
(iv) The threshold lights.
(v) The runway end identifier lights.
(vi) The visual glideslope indicator.
(vii) The touchdown zone or touchdown zone markings.
(viii) The touchdown zone lights.
(ix) The runway or runway markings.
(x) The runway lights.
(d) Landing. No pilot operating an aircraft, except a military aircraft of the United States, may land that aircraft when—
(1) For operations conducted under § 91.176 of this part, the requirements of paragraphs (a)(3)(iii) or (b)(3)(iii), as applicable, of that section are not met; or
(2) For all other operations under this part and parts 121, 125, 129, and 135, the flight visibility is less than the visibility prescribed in the standard instrument approach procedure being used.
(e) Missed approach procedures. Each pilot operating an aircraft, except a military aircraft of the United States, shall immediately execute an appropriate missed approach procedure when either of the following conditions exist:
(1) Whenever operating an aircraft pursuant to paragraph (c) of this section or § 91.176 of this part, and the requirements of that paragraph or section are not met at either of the following times:
(i) When the aircraft is being operated below MDA; or
(ii) Upon arrival at the missed approach point, including a DA/DH where a DA/DH is specified and its use is required, and at any time after that until touchdown.
(2) Whenever an identifiable part of the airport is not distinctly visible to the pilot during a circling maneuver at or above MDA, unless the inability to see an identifiable part of the airport results only from a normal bank of the aircraft during the circling approach.
(f) Civil airport takeoff minimums. This paragraph applies to persons operating an aircraft under part 121, 125, 129, or 135 of this chapter.
(1) Unless otherwise authorized by the FAA, no pilot may takeoff from a civil airport under IFR unless the weather conditions at time of takeoff are at or above the weather minimums for IFR takeoff prescribed for that airport under part 97 of this chapter.
(2) If takeoff weather minimums are not prescribed under part 97 of this chapter for a particular airport, the following weather minimums apply to takeoffs under IFR:
(i) For aircraft, other than helicopters, having two engines or less—1 statute mile visibility.
(ii) For aircraft having more than two engines— 1/2 statute mile visibility.
(iii) For helicopters— 1/2 statute mile visibility.
(3) Except as provided in paragraph (f)(4) of this section, no pilot may takeoff under IFR from a civil airport having published obstacle departure procedures (ODPs) under part 97 of this chapter for the takeoff runway to be used, unless the pilot uses such ODPs or an alternative procedure or route assigned by air traffic control.
(4) Notwithstanding the requirements of paragraph (f)(3) of this section, no pilot may takeoff from an airport under IFR unless:
(i) For part 121 and part 135 operators, the pilot uses a takeoff obstacle clearance or avoidance procedure that ensures compliance with the applicable airplane performance operating limitations requirements under part 121, subpart I or part 135, subpart I for takeoff at that airport; or
(ii) For part 129 operators, the pilot uses a takeoff obstacle clearance or avoidance procedure that ensures compliance with the airplane performance operating limitations prescribed by the State of the operator for takeoff at that airport.
(g) Military airports. Unless otherwise prescribed by the Administrator, each person operating a civil aircraft under IFR into or out of a military airport shall comply with the instrument approach procedures and the takeoff and landing minimum prescribed by the military authority having jurisdiction of that airport.
(h) Comparable values of RVR and ground visibility. (1) Except for Category II or Category III minimums, if RVR minimums for takeoff or landing are prescribed in an instrument approach procedure, but RVR is not reported for the runway of intended operation, the RVR minimum shall be converted to ground visibility in accordance with the table in paragraph (h)(2) of this section and shall be the visibility minimum for takeoff or landing on that runway.
(2)
RVR (feet) Visibility (statute miles) 1,600 1⁄4 2,400 1⁄2 3,200 5⁄8 4,000 3⁄4 4,500 7⁄8 5,000 1 6,000 11⁄4(i) Operations on unpublished routes and use of radar in instrument approach procedures. When radar is approved at certain locations for ATC purposes, it may be used not only for surveillance and precision radar approaches, as applicable, but also may be used in conjunction with instrument approach procedures predicated on other types of radio navigational aids. Radar vectors may be authorized to provide course guidance through the segments of an approach to the final course or fix. When operating on an unpublished route or while being radar vectored, the pilot, when an approach clearance is received, shall, in addition to complying with § 91.177, maintain the last altitude assigned to that pilot until the aircraft is established on a segment of a published route or instrument approach procedure unless a different altitude is assigned by ATC. After the aircraft is so established, published altitudes apply to descent within each succeeding route or approach segment unless a different altitude is assigned by ATC. Upon reaching the final approach course or fix, the pilot may either complete the instrument approach in accordance with a procedure approved for the facility or continue a surveillance or precision radar approach to a landing.
(j) Limitation on procedure turns. In the case of a radar vector to a final approach course or fix, a timed approach from a holding fix, or an approach for which the procedure specifies “No PT,” no pilot may make a procedure turn unless cleared to do so by ATC.
(k) ILS components. The basic components of an ILS are the localizer, glide slope, and outer marker, and, when installed for use with Category II or Category III instrument approach procedures, an inner marker. The following means may be used to substitute for the outer marker: Compass locator; precision approach radar (PAR) or airport surveillance radar (ASR); DME, VOR, or nondirectional beacon fixes authorized in the standard instrument approach procedure; or a suitable RNAV system in conjunction with a fix identified in the standard instrument approach procedure. Applicability of, and substitution for, the inner marker for a Category II or III approach is determined by the appropriate 14 CFR part 97 approach procedure, letter of authorization, or operations specifications issued to an operator.
[Docket 18334, 54 FR 34294, Aug. 18, 1989, as amended by Amdt. 91-267, 66 FR 21066, Apr. 27, 2001; Amdt. 91-281, 69 FR 1640, Jan. 9, 2004; Amdt. 91-296, 72 FR 31678, June 7, 2007; Amdt. 91-306, 74 FR 20205, May 1, 2009; Docket FAA-2013-0485, Amdt. 91-345, 81 FR 90172, Dec. 13, 2016; Amdt. 91-345B, 83 FR 10568, Mar. 12, 2018]
Research Notes
Section 91.175 — Takeoff and landing under IFR — is one of the most consequential and most-tested IFR regulations. It contains the famous DH/MDA decision criteria, the 'standard takeoff minimums' framework, and the rules for going below DH.
Paragraph (a) — Instrument approaches to civil airports: Each person operating an aircraft on an IFR flight that is conducting an instrument approach must use a standard instrument approach procedure (SIAP) prescribed in Part 97, or a published special approach procedure.
Paragraph (c) — Operations below DH/MDA: No pilot may operate an aircraft below the published DH or MDA UNLESS:
- (1) The aircraft is continuously in a position to make a normal landing on the intended runway, using normal rates of descent and maneuvers;
- (2) The flight visibility is not less than the value prescribed in the IAP being used; AND
- (3) At least one of the following visual references for the intended runway is distinctly visible AND identifiable to the pilot:
- Approach light system (with red terminating bars/red side row bars)
- Threshold (markings or lights)
- Runway end identifier lights (REIL)
- Visual approach slope indicator (VASI)
- Touchdown zone (markings or lights)
- Runway or runway markings
- Runway lights
The 'approach lights only' exception: The pilot may continue descent below DH/MDA based ONLY on approach lights, but may not descend below 100 feet above the touchdown zone elevation unless the red terminating bars OR the red side row bars are also distinctly visible and identifiable. This is the safety floor that prevents pilots from descending to the runway on dim approach lights alone.
Paragraph (d) — Landing: The aircraft must land in the touchdown zone of the runway, and the touchdown zone must be in a position to permit the aircraft to come to a complete stop within the runway available.
Paragraph (f) — Takeoff minimums: Standard takeoff minimums are 1 SM visibility for 1- and 2-engine aircraft; 1/2 SM for 3- and 4-engine. Many approaches have non-standard takeoff minimums published in the chart 'T' notes.
Reference: FAA-H-8083-16 (IPH) Chapters 4-5; AIM 5-4.
The Descent-Below-DA/MDA Rules — § 91.175 Decoded
This is the most-tested IFR reg on the books, and for good reason. Everything you do from glideslope intercept to runway centerline funnels into one moment: the DA or MDA. At that point, § 91.175(c) gives you three boxes to check — all three, not two-out-of-three — before you're legally allowed to keep descending.
1. Position. The aircraft has to be "continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers." Translation: if you're 3 dots high, banked 30 degrees trying to salvage it, you're not in that position. Normal rate, normal maneuvers, intended runway. Go around.
2. Flight visibility. The flight visibility — what you see from the cockpit — must be at least what the approach plate requires. Not what the ATIS reports. Not what tower says. Your eyes are the legal instrument. If the plate says 1/2 SM and you can only make out shapes a quarter-mile in front of you, the visibility minimum isn't met, no matter what the AWOS is broadcasting.
3. At least one of the visual references in (c)(3) is distinctly visible and identifiable. The reg lists ten of them. You need just one — but "in sight" means continuously visible, not a glimpse through a hole in the clag.
| # | Visual Reference | Notes |
|---|---|---|
| 1 | Approach light system | Special exception in (d) — see below |
| 2 | Threshold | The physical end of the usable runway |
| 3 | Threshold markings | The painted piano-key bars |
| 4 | Threshold lights | Green lights at the runway threshold |
| 5 | Runway end identifier lights (REIL) | Synchronized flashers either side of threshold |
| 6 | Visual approach slope indicator (VASI) | Red/white glide path lights |
| 7 | Touchdown zone or touchdown zone markings | First 3,000 ft of runway / aiming-point bars |
| 8 | Touchdown zone lights | Inset white lights in the TDZ |
| 9 | Runway or runway markings | The pavement itself or its centerline/edge paint |
| 10 | Runway lights | Edge lights along the runway |
The (d) exception. If the only thing you see is the approach light system, you can descend — but only to 100 feet above the touchdown zone elevation. To go any lower, you need to also see the red terminating bars or the red side row bars. To land, you still have to pick up one of references 2 through 10 from the list above. Approach lights alone will not get you to the pavement legally.
What an Examiner Asks About § 91.175
This reg shows up on every instrument oral. Be ready for these:
- "Walk me through your decision at minimums." They want to hear the three-part check — position, flight visibility, visual reference — in that order, out loud.
- "Name the visual references you can use to continue descent below DA." Know all ten. Not eight. Not "the runway and stuff." All ten.
- "If you see only the approach lights, how low can you go?" 100 feet above TDZE — and then you need the red terminating bars or red side row bars to go lower.
- "What flight visibility do you need versus the prevailing visibility reported?" The flight visibility on the plate is what controls. The ATIS is a forecast of conditions, not a legal authorization.
- The trick: Tower reports 3/4 SM. The plate calls for 1/2 SM. You break out, look down the runway, and you can barely see the threshold. Are you legal? No. Your eyes are the instrument. If you don't see the required vis from the cockpit, you go missed — even if the field is calling better than mins.
Breaking Out — A Real ILS to Mins, Under § 91.175
You're shooting the ILS, 200 DH and 1/2 SM. Solid IMC, light rain, you've been on the gauges for forty minutes. The needles are centered. You're calm — calm as a skill — running your callouts.
"500 above… 100 above… minimums."
You look up. All you see is the rabbit — the sequenced flashers of the approach light system marching toward you out of the gray. That's it. No runway. No threshold. No TDZ.
Under § 91.175(d), you have a card to play. You can continue down to 100 feet above TDZE on the approach lights alone. So you keep flying — slowly, deliberately — and you hunt for what comes next. The red side row bars. The red terminating bars. The threshold lights. Something on the legal list.
At 100 above TDZE, you make the call. If you see the red bars, you can keep going. If you see the runway, threshold, or TDZ markings, you can land. If you see only the approach lights and nothing else? Missed approach. Power up, pitch up, positive rate, gear up, fly the published miss.
And here's the part most pilots blow past: the AWOS could be calling 3/4 SM while you're up there. Doesn't matter. Your flight visibility controls. What you actually see from the seat is what the FAA will hold you to. If a 709 ride ever comes from this approach, the inspector won't ask what the field was reporting. He'll ask what you saw.
That's § 91.175. Three boxes. Ten references. One exception. And the discipline to fly the miss when the picture isn't there.
Amendment History
Amendment History Coming Soon
Every time this regulation changes, we'll record it here — the date, what was amended, and a plain-English summary of what shifted.